Electric aircraft high-temperature auxiliary cooling device and method and electric aircraft

Abstract

The invention relates to an electric aircraft high-temperature auxiliary cooling device and method and an electric aircraft. The first end of the main air passage is communicated with a to-be-cooled heat exchange target of the electric aircraft; the second end of the main air channel communicates with the first air inlet channel and the second air inlet channel. A gas outlet of the high-pressure low-temperature gas storage device communicates with the main gas channel through a second gas inlet channel, and the high-pressure low-temperature gas storage device is configured to release low-temperature gas with the temperature lower than the preset temperature value and make contact with an electric aircraft heat exchange target through the main gas channel. The radiator air inlet sensor is arranged at any one of the first end and the first air inlet channel and connected with the high-pressure low-temperature gas storage device. The cooling performance of the heat exchange target of the electric aircraft is ensured, and the heat management performance of a power system is always in a good state; a compressor refrigerating unit which is complex in structure, large in size and heavy in weight does not need to be adopted, and airflow entering the cooling system can be always in a low-temperature state only by matching the high-pressure low-temperature gas storage device with a pipeline.

Description

Technical Field

[0001] The present application relates to the field of electric structure cooling for electric aircraft, and in particular to a high-temperature auxiliary cooling device and method for electric aircraft, and the electric aircraft. Background Art

[0002] Since pure electric multi-seat passenger aircraft are very sensitive to weight, the weight of the system equipment needs to be reduced as much as possible when designing the heat pipe system.

[0003] Therefore, in the design process of thermal management system, it is necessary to consider utilizing high-altitude low-temperature external environment radiator as much as possible instead of using compressor forced refrigeration unit.

[0004] The aircraft's thermal management system operates normally as expected when operating at high altitude and in low temperatures. However, in hot weather, such as when the ambient temperature rises above 28°C (high temperature is defined as an ambient temperature above 28°C), during takeoff and climb, the high ambient temperature can reduce the cooling system's heat dissipation capacity, or even cause adverse effects. Furthermore, reduced or ineffective cooling performance could adversely affect the aircraft's electric propulsion and battery systems, leading to performance degradation or even cessation. Summary of the Invention

[0005] Based on this, it is necessary to provide a high-temperature auxiliary cooling device and method for an electric aircraft and an electric aircraft.

[0006] One embodiment of the present application is a high-temperature auxiliary cooling device for an electric aircraft, comprising a first air inlet passage, a second air inlet passage, a main air duct, a high-pressure and low-temperature gas storage device, and a radiator air inlet sensor;

[0007] The first end of the main air duct is configured to communicate with a heat exchange target of the electric aircraft to be cooled;

[0008] The second end of the main air channel is connected to the first air intake channel and the second air intake channel respectively;

[0009] The gas outlet of the high-pressure low-temperature gas storage is connected to the main air passage through the second air inlet passage, and the high-pressure low-temperature gas storage is configured to release low-temperature gas with a temperature lower than a preset low temperature value, and the gas contacts the heat exchange target of the electric aircraft through the main air passage;

[0010] The radiator air inlet sensor is arranged in any one of the main air duct and the first air inlet channel, and is connected to the high-pressure and low-temperature gas storage.

[0011] The above-mentioned high-temperature auxiliary cooling device for electric aircraft, through the cooperation of the first air inlet channel, the second air inlet channel, the main air duct, the high-pressure low-temperature gas reservoir, and the radiator inlet air sensor, can, on the one hand, improve the heat dissipation capacity of the cooling system under high ambient temperature conditions, ensure the reliability of the refrigeration system, and thus ensure the cooling performance of the heat exchange target of the electric aircraft, thereby facilitating the maintenance of the thermal management performance of the power system of the electric aircraft. On the other hand, it does not require a complex, large, and heavy compressor refrigeration unit. Only a simple high-pressure low-temperature gas reservoir and piping are required to ensure that the airflow entering the cooling system is always at a low temperature. This not only reduces weight and volume, but also ensures that the thermal management system of the electric aircraft is in a positive state while enhancing heat dissipation, and does not introduce ambient heat into the power system of the electric aircraft. On the other hand, the high-pressure low-temperature gas reservoir releases low-temperature gas during takeoff and climb phases. The mass of the high-pressure low-temperature gas reservoir decreases during flight, making it very suitable for the design concept of electric aircraft that is sensitive to weight, minimizing the impact of the mass of the thermal management system on the overall flight. On the other hand, the optimized structural design has the advantages of simple structure, convenient use, and easy replacement of the high-pressure low-temperature gas reservoir.

[0012] In some embodiments, the electric aircraft high-temperature auxiliary cooling device further includes a first damper and a second damper.

[0013] The first damper is switchably arranged between the second end of the main air passage and the first air inlet passage;

[0014] The second damper is switchably arranged between the second end of the main air passage and the second air intake passage.

[0015] In some embodiments, the first damper is linked to the second damper; and

[0016] The high-pressure and low-temperature gas storage device is linked to the second damper.

[0017] In some embodiments, in a first state, the first damper and the second damper are arranged in linkage, so that one of the first damper and the second damper is in an open state and the other is in a closed state;

[0018] In the second state, the first damper and the second damper are arranged in linkage so that the first damper and the second damper are both in a closed state; and

[0019] The high-pressure low-temperature gas storage device is linked to the second damper so that both the high-pressure low-temperature gas storage device and the second damper are in an open state or in a closed state; or

[0020] The first damper and the second damper are integrally arranged, and in a first state, the second end is in a connected state with the first air intake channel, while the second end is in a blocked state with the second air intake channel; and in a second state, the second end is in a blocked state with the first air intake channel, while the second end is in a connected state with the second air intake channel.

[0021] In some embodiments, the first air inlet channel and the second air inlet channel are arranged side by side; or,

[0022] The first central axis of the first air intake passage and the second central axis of the second air intake passage form an angle of no more than 60 degrees; or,

[0023] The first air inlet channel is sleeved outside the second air inlet channel.

[0024] In some embodiments, the radiator air inlet sensor is disposed at the first end, in the main air duct, or in the first air inlet passage, and the radiator air inlet sensor is configured to enable the high-pressure and low-temperature gas storage to be in an open state when the temperature at the first end, in the main air duct, or in the first air inlet passage is higher than a preset high temperature value; or

[0025] The radiator air inlet sensor is configured to adjust the switch state of the first air inlet passage and the second air inlet passage; or,

[0026] The radiator air inlet sensor is configured to adjust the opening size and opening time of the gas outlet of the high-pressure and low-temperature gas storage.

[0027] In some embodiments, the high-pressure and low-temperature gas storage is located in the second gas inlet passage; or,

[0028] The gas outlet of the high-pressure and low-temperature gas storage is detachably and sealedly connected to the end of the second gas inlet passage away from the main gas passage.

[0029] In some embodiments, the electric aircraft high-temperature auxiliary cooling device further includes a weight sensor and an alarm device;

[0030] The high-pressure, low-temperature gas storage is arranged on the weight sensor, and the weight sensor is connected to the alarm device. The weight sensor is configured to trigger the alarm device when the weight of the high-pressure, low-temperature gas storage is lower than a preset low weight value.

[0031] In some embodiments, an electric aircraft comprises an airframe, an electric aircraft heat exchange target, and the electric aircraft high-temperature auxiliary cooling device according to any one of the embodiments;

[0032] The electric aircraft high-temperature auxiliary cooling device and the electric aircraft heat exchange target are both arranged in the fuselage, and the first end of the main airway of the electric aircraft high-temperature auxiliary cooling device is connected to the electric aircraft heat exchange target.

[0033] In some embodiments, the heat exchange target of the electric aircraft includes an electric propulsion system heat exchange device and a power battery system heat exchange device, and the electric aircraft is provided with an electric propulsion system, a power battery system, a cooling fan, a first temperature sensor, a second temperature sensor, a first circulating water pump, and a second circulating water pump in the fuselage;

[0034] The electric propulsion system heat exchange device, the power battery system heat exchange device and the cooling fan are all arranged in the first end of the main air duct of the electric aircraft high-temperature auxiliary cooling device;

[0035] The electric propulsion system is connected to the electric propulsion system heat exchange device through the first circulating water pump;

[0036] The power battery system is connected to the power battery system heat exchange device through the second circulating water pump;

[0037] The first temperature sensor is connected to the electric propulsion system and the cooling fan respectively;

[0038] The second temperature sensor is connected to the power battery system and the cooling fan respectively.

[0039] In some embodiments, a high-temperature auxiliary cooling method for an electric aircraft includes the steps of:

[0040] Obtaining a target working state of heat exchange for an electric aircraft;

[0041] When the heat exchange target of the electric aircraft is in an operating state, detecting the ambient temperature at a preset position;

[0042] When the ambient temperature is higher than the preset high temperature value, the high-pressure low-temperature gas storage is opened;

[0043] The high-pressure low-temperature gas storage releases low-temperature gas at a temperature lower than a preset low temperature value;

[0044] When the high-pressure and low-temperature gas storage device is in an open state, detecting the ambient temperature at a preset location;

[0045] When the ambient temperature is higher than the preset high temperature value, the high-pressure low-temperature gas storage device is kept open;

[0046] When the ambient temperature is lower than the preset temperature target value, the high-pressure low-temperature gas storage is closed;

[0047] When the ambient temperature is between a preset high temperature value and a preset target temperature value, the opening size of the gas outlet of the high-pressure and low-temperature gas storage is adjusted according to the ambient temperature. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the conventional technology, the following briefly introduces the drawings required for use in the embodiments or the conventional technology descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0049] Figure 1 This is a structural schematic diagram of the first embodiment of the high-temperature auxiliary cooling device for electric aircraft described in this application.

[0050] Figure 2 for Figure 1 Schematic diagram of the application of the embodiment shown.

[0051] Figure 3 This is a structural schematic diagram of the second embodiment of the high-temperature auxiliary cooling device for electric aircraft described in this application.

[0052] Figure 4 This is a structural schematic diagram of the third embodiment of the high-temperature auxiliary cooling device for electric aircraft described in this application.

[0053] Figure 5 for Figure 4 Schematic diagram of the application of the embodiment shown.

[0054] Figure 6 This is a structural schematic diagram of the fourth embodiment of the high-temperature auxiliary cooling device for electric aircraft described in this application.

[0055] Figure 7 This is a partial structural diagram of the fifth embodiment of the high-temperature auxiliary cooling device for electric aircraft described in this application.

[0056] Figure 8 This is a structural diagram of the sixth embodiment of the high-temperature auxiliary cooling device for electric aircraft described in this application.

[0057] Figure 9 This is a structural schematic diagram of the seventh embodiment of the high-temperature auxiliary cooling device for electric aircraft described in this application.

[0058] Figure 10 This is a schematic structural diagram of the first embodiment of the electric aircraft described in this application.

[0059] Figure 11 This is a schematic diagram of an application state of the second embodiment of the electric aircraft described in this application.

[0060] Figure 12 This is a schematic diagram of another application state of the second embodiment of the electric aircraft described in this application.

[0061] Figure numerals: electric aircraft high-temperature auxiliary cooling device 100, ambient air 101, low-temperature gas 102, mixed gas 103, first air intake channel 110, first damper 111, second air intake channel 120, second damper 121, main air duct 130, first end 131, second end 132, high-pressure low-temperature gas storage 140, gas outlet 141, radiator air inlet sensor 150, weight sensor 160, alarm device 170, electric aircraft heat exchange target 200, electric propulsion system heat exchange device 210, power battery system heat exchange device 220, electric propulsion system 300, power battery system 400, cooling fan 500, first temperature sensor 510, second temperature sensor 520, first circulating water pump 610, second circulating water pump 620, fuselage 700, electric aircraft 800. DETAILED DESCRIPTION

[0062] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0063] It should be noted that when a component is referred to as being "fixed to" or "disposed on" another component, it may be directly on the other component or there may be a central component. When a component is considered to be "connected to" another component, it may be directly connected to the other component or there may be a central component at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the specification of this application are for illustrative purposes only and do not represent the only implementation method.

[0064] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0065] In this application, unless otherwise expressly specified or limited, a first feature being “above” or “below” a second feature may mean that the first feature is directly in contact with the second feature, or that the first feature and the second feature are indirectly in contact through an intermediate medium. Furthermore, a first feature being “above,” “above,” or “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below,” “below,” or “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0066] Unless otherwise defined, all technical and scientific terms used in the specification of this application have the same meaning as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and or" used in the specification of this application includes any and all combinations of one or more of the relevant listed items.

[0067] The present application discloses a high-temperature auxiliary cooling device, method, and electric aircraft for an electric aircraft, which include some or all of the technical features of the following embodiments. As an example, the high-temperature auxiliary cooling device and electric aircraft include some or all of the following structures. In one embodiment of the present application, a high-temperature auxiliary cooling device for an electric aircraft includes a first air intake channel, a second air intake channel, a main air channel, a high-pressure low-temperature gas storage device, and a radiator air inlet sensor. The first end of the main air channel is configured to communicate with a heat exchange target of the electric aircraft to be cooled. The second end of the main air channel is connected to the first air intake channel and the second air intake channel respectively. The gas outlet of the high-pressure low-temperature gas storage device is connected to the main air channel through the second air intake channel. The high-pressure low-temperature gas storage device is configured to release low-temperature gas having a temperature lower than a preset low temperature value, which contacts the heat exchange target of the electric aircraft through the main air channel. The radiator air inlet sensor is disposed at either the first end or the first air intake channel and is connected to the high-pressure low-temperature gas storage device. The above-mentioned high-temperature auxiliary cooling device for electric aircraft is coordinated with the first air inlet channel, the second air inlet channel, the main air duct, the high-pressure low-temperature gas storage device and the radiator air inlet sensor. On the one hand, when the ambient temperature is high, it is beneficial to improve the heat dissipation capacity of the cooling system and ensure the reliability of the refrigeration system, thereby ensuring the cooling performance of the heat exchange target of the electric aircraft, and thus helping the thermal management performance of the power system of the electric aircraft to always be in a good state; on the other hand, there is no need to use a compressor refrigeration unit with a complex structure, large volume and heavy weight. Only a simple high-pressure low-temperature gas storage device and pipelines are needed to ensure that the airflow entering the cooling system is always in a low-temperature state, which not only reduces the weight and volume, but also ensures that the thermal management system of the electric aircraft is in a positive effect while strengthening the heat dissipation, and does not introduce ambient heat into the power system of the electric aircraft; on the other hand, the high-pressure low-temperature gas storage device releases low-temperature gas during the takeoff and climb phases. The mass of the high-pressure low-temperature gas storage device will become lighter and lighter when the electric aircraft is flying, so it is very suitable for the design concept of the electric aircraft that is sensitive to weight, and minimizes the impact of the mass brought by the thermal management system on the overall flight; on the other hand, the structural design is optimized, with the advantages of simple structure, easy use and easy replacement of the high-pressure low-temperature gas storage device. Figures 1 to 12 , the electric aircraft high-temperature auxiliary cooling device, method and electric aircraft are described in detail.

[0068] In some embodiments, a high-temperature auxiliary cooling device 100 for an electric aircraft is as follows: Figure 1 As shown, it includes a first air intake channel 110, a second air intake channel 120, a main air channel 130, a high-pressure low-temperature gas storage 140 and a radiator air intake sensor 150; combined Figure 2The first end 131 of the main air duct 130 is configured to be connected to the electric aircraft heat exchange target 200 to be cooled; the second end 132 of the main air duct 130 is respectively connected to the first air intake channel 110 and the second air intake channel 120; the gas outlet 141 of the high-pressure low-temperature gas storage 140 is connected to the main air duct 130 through the second air intake channel 120, and the high-pressure low-temperature gas storage 140 is configured to release low-temperature gas with a temperature lower than a preset low temperature value, and contact the electric aircraft heat exchange target 200 through the main air duct 130; the radiator air inlet sensor 150 is arranged in any one of the main air duct 130 and the first air intake channel 110, and is connected to the high-pressure low-temperature gas storage 140. As an example, the high-pressure, low-temperature gas storage 140 can be called a gas storage, where high pressure means a pressure high enough to liquefy the gas in the high-pressure, low-temperature gas storage 140, and low temperature means a temperature low enough to liquefy the gas in the high-pressure, low-temperature gas storage 140. For example, for nitrogen, high pressure means a pressure greater than 3.4 MPa, and low temperature means a temperature lower than -147°C.

[0069] Such a structural design, through the coordination of the first air inlet channel 110, the second air inlet channel 120, the main air channel 130, the high-pressure low-temperature gas storage 140 and the radiator air inlet sensor 150, on the one hand, is conducive to improving the heat dissipation capacity of the cooling system under high ambient temperature conditions, ensuring the reliability of the refrigeration system, thereby ensuring the cooling performance of the electric aircraft heat exchange target 200, and thus helping the thermal management performance of the power system of the electric aircraft to always be in a good state; on the other hand, there is no need to adopt a compressor refrigeration unit with a complex structure, large volume and heavy weight, and only a simple high-pressure low-temperature gas storage 140 and pipelines are needed to ensure that the airflow entering the cooling system is always Being in a low-temperature state not only reduces weight and volume, but also ensures that the thermal management system of the electric aircraft is in a positive role while strengthening heat dissipation, and does not introduce ambient heat into the power system of the electric aircraft; on the other hand, the high-pressure low-temperature gas storage 140 releases low-temperature gas during takeoff and climb phases. When the electric aircraft is flying, the mass of the high-pressure low-temperature gas storage 140 will become lighter and lighter, so it is very suitable for the design concept of electric aircraft that is sensitive to weight, and minimizes the impact of the mass brought by the thermal management system on the overall flight; on the other hand, the structural design is optimized, with the advantages of simple structure, easy use and easy replacement of the high-pressure low-temperature gas storage 140.

[0070] In some embodiments, the electric aircraft high temperature auxiliary cooling device 100 is as follows: Figure 1As shown, it is usually used in the ground takeoff phase of the electric aircraft, and therefore can be called an electric aircraft high-temperature ground auxiliary cooling device, which is used to provide a sufficiently low cooling environment for the electric aircraft when the ground or low-altitude ambient temperature is high in summer, so as to meet the thermal management system requirements of the electric aircraft; the electric aircraft high-temperature auxiliary cooling device 100, under the cooperation of the first air inlet channel 110, the second air inlet channel 120, the main air duct 130, the high-pressure and low-temperature gas storage 140 and the radiator air inlet sensor 150 and other structures, can provide a pure electric aircraft with a cooling environment similar to that of high-altitude flight in a high-temperature environment, on the ground or at a low flight altitude, mainly to cope with the high ambient temperature during the takeoff and climb phases, and provide the electric aircraft with a continuous and stable external environment, so as to ensure that the thermal management performance of the power system is always in a good state during the entire flight mission.

[0071] In each embodiment, the second end 132 of the main air channel 130 is connected to both the first air inlet channel 110 and the second air inlet channel 120; the gas outlet 141 of the high-pressure low-temperature gas storage 140 is connected to the main air channel 130 through the second air inlet channel 120, and the high-pressure low-temperature gas storage 140 is configured to release low-temperature gas with a temperature lower than a preset low temperature value, and the gas contacts the electric aircraft heat exchange target 200 through the main air channel 130; in some embodiments, such as Figure 1 or Figure 3 As shown, the high-pressure low-temperature gas storage 140 is located in the second air inlet channel 120; or, in other embodiments, the gas outlet 141 of the high-pressure low-temperature gas storage 140 is detachably sealed and connected to the end of the second air inlet channel 120 away from the main air channel 130.

[0072] This design, on the one hand, allows the second end 132 of the main air duct 130 to connect simultaneously with the first air inlet duct 110 and the second air inlet duct 120, enabling the coordinated supply of ambient gas and low-temperature gas released from the high-pressure, low-temperature gas storage 140. Combined with the monitoring and control of the radiator air inlet sensor 150, this can more accurately guarantee the temperature of the airflow entering the electric aircraft heat exchange target 200, further enhancing heat dissipation stability in high-temperature environments. On the other hand, the high-pressure, low-temperature gas storage 140 is directly connected to the main air duct 130 via the second air inlet duct 120, ensuring efficient delivery of low-temperature gas to the electric aircraft heat exchange target 200 and reducing cooling loss. Its two configurations, including being located in the second air inlet duct 120 or having a removable sealed connection end, optimize the pipeline layout and enhance structural flexibility. In particular, the removable design further enhances the convenience of replacing the high-pressure, low-temperature gas storage 140, adapting to the maintenance efficiency requirements of electric aircraft. On the other hand, this structure continues the advantage of lightweight, avoids additional redundant components, and the low-temperature gas acts in a direction on the heat exchange target 200 of the electric aircraft, preventing the intrusion of ambient heat and continuously ensuring the thermal management performance of the power system, which is in line with the lightweight and safety design concept of the electric aircraft.

[0073] As an example, the high-pressure, low-temperature gas storage 140 is a high-pressure gas tank, which stores liquid high-pressure gas. When the gas outlet 141 is opened, the high-pressure gas is released, and the gas therein quickly changes from liquid to gaseous state, and the temperature is lower than the preset low temperature value, so it is called low-temperature gas. As an example, the gas outlet 141 of the high-pressure, low-temperature gas storage 140 is provided with a pressure relief valve to ensure the safety of gas outlet. As an example, the preset low temperature value is 18 degrees Celsius. Generally, since the high-pressure liquid gas is released and converted into gaseous state, the temperature is relatively low, and generally the preset low temperature value is not higher than 5 degrees Celsius. As an example, the high-pressure, low-temperature gas storage 140 stores liquid nitrogen or liquid carbon dioxide. Taking liquid nitrogen as an example, the volume of 1 kg of liquid nitrogen is about 1.24 liters, which can be converted into about 694 liters of gaseous nitrogen at 0°C, where the pressure of the gaseous nitrogen is one standard atmospheric pressure; therefore, a high-pressure, low-temperature gas storage 140 with a weight and volume far lower than that of a traditional compressor refrigeration unit is required to release sufficient low-temperature gas to meet the cooling needs during the take-off and climb phases of the electric aircraft. When the pure electric aircraft is operating on the ground or in other high-temperature environments, the airflow entering the cooling system is ensured to be always in a low-temperature state, thereby enhancing heat dissipation and ensuring that the thermal management system of the electric aircraft is always in a positive effect, cooling the target without introducing environmental heat into the electric aircraft power system.

[0074] In each embodiment, Figure 1 and Figure 2As shown, the radiator air inlet sensor 150 is disposed at the first end 131 and is connected to the high-pressure low-temperature gas storage 140; in some embodiments, the radiator air inlet sensor 150 is configured to turn on the high-pressure low-temperature gas storage 140 when the temperature at the first end 131 is higher than a preset high temperature value; as an example, the radiator air inlet sensor 150 is disposed at the intersection of the first air inlet passage 110 and the second air inlet passage 120. In order to obtain a temperature that is more consistent with the heat exchange target 200 of the electric aircraft, in some embodiments, as Figure 8 As shown, the radiator air inlet sensor 150 is provided in the main air passage 130 or the first air inlet passage 110. As an example, the radiator air inlet sensor 150 is configured to open the high-pressure low-temperature gas storage 140 when the temperature in the main air passage 130 is higher than a preset high temperature value. Figure 9As shown, the radiator air inlet sensor 150 is disposed in the first air inlet passage 110 and is configured to activate the high-pressure, low-temperature gas reservoir 140 when the temperature in the first air inlet passage 110 exceeds a preset high temperature value. Alternatively, the radiator air inlet sensor 150 is disposed outside the first air inlet passage 110. As an example, the radiator air inlet sensor 150 is configured to trigger sensing when the temperature at the first end 131 or the first air inlet passage 110 exceeds a preset high temperature value. In some embodiments, the radiator air inlet sensor 150 is configured to activate the high-pressure, low-temperature gas reservoir 140 when the temperature at the first end 131 or the first air inlet passage 110 exceeds a preset high temperature value. In some embodiments, the radiator air inlet sensor 150 is configured to adjust the on / off states of the first air inlet passage 110 and the second air inlet passage 120. As an example, the radiator air inlet sensor 150 is configured to adjust the on / off states of the first air inlet passage 110 and the second air inlet passage 120 by adjusting the on / off states of the first damper 111 and the second damper 121. In some embodiments, the radiator air inlet sensor 150 is configured to adjust the opening size and opening time of the gas outlet 141 of the high-pressure, low-temperature gas storage 140. As an example, the radiator air inlet sensor 150 senses the temperature of the first end 131 to obtain a sensed temperature. When the sensed temperature is higher than a preset high temperature value, the gas outlet 141 of the high-pressure, low-temperature gas storage 140, such as an on / off valve or a pressure relief valve, is opened. Based on the difference between the sensed temperature and a preset target temperature value, the sensor adjusts the opening size and opening time of the gas outlet 141 so that the sensed temperature quickly reaches the preset target temperature value.As an example, the electric aircraft high-temperature auxiliary cooling device 100 further includes a controller, which is respectively connected to the radiator air inlet sensor 150 and the on-off valve of the high-pressure, low-temperature gas reservoir 140. The on-off valve may also be referred to as a valve or an electrically controlled valve. The radiator air inlet sensor 150 senses the ambient temperature at a preset location and transmits the information to the controller. When the ambient temperature is higher than a preset high temperature value, the controller opens the high-pressure, low-temperature gas reservoir 140, i.e., opens the valve of the high-pressure, low-temperature gas reservoir 140. The high-pressure, low-temperature gas reservoir 140 releases low-temperature gas at a temperature lower than a preset low temperature value. When the high-pressure, low-temperature gas reservoir 140 is in the open state, the radiator air inlet sensor 150 detects the ambient temperature at the preset location and transmits the information to the controller. When the ambient temperature is higher than the preset high temperature value, the controller keeps the high-pressure, low-temperature gas reservoir 140 open. When the ambient temperature is lower than a preset target temperature value, the controller closes the high-pressure, low-temperature gas reservoir 140. When the ambient temperature is between the preset high temperature value and the preset target temperature value, the controller adjusts the opening of the gas outlet 141 of the high-pressure, low-temperature gas reservoir 140 according to the ambient temperature.

[0075] With this design, on the one hand, the radiator air inlet sensor 150 accurately monitors the temperature of the first end 131 or the first air inlet passage 110, automatically triggering a response when the sensed temperature exceeds a preset high temperature value, thereby achieving intelligent start-stop and adjustment of the cooling system. For example, the opening size and duration of the gas outlet 141 of the high-pressure low-temperature gas storage device 140 can be adjusted according to the temperature difference. This is particularly effective when the radiator air inlet sensor 150 is located in the main air duct 130. Alternatively, the first damper 111 and the second damper 121 can be used to regulate the on-off state of the two air inlet passages, so that the low-temperature gas supply and the introduction of ambient gas are dynamically matched, ensuring that the temperature of the electric aircraft heat exchange target 200 quickly stabilizes within the preset range, significantly improving the accuracy and timeliness of cooling control. On the other hand, this on-demand adjustment mechanism can avoid ineffective consumption of the high-pressure low-temperature gas storage device 140, extend its low-temperature gas supply duration, and is particularly suitable for the demand for efficient energy utilization during the flight of electric aircraft. Furthermore, the interconnected design of sensors and components, such as the on / off valve and pressure relief valve, enables automated cooling regulation without the need for complex control systems. This maintains the advantages of a simple and lightweight structure while reducing human intervention and improving system reliability under complex flight conditions. Furthermore, the radiator air inlet sensor 150's multiple position settings enhances its adaptability to various electric aircraft structures. Its dynamic adjustment based on temperature differences rapidly enhances heat dissipation in high-temperature environments and reduces low-temperature gas consumption when temperatures are appropriate, further ensuring the efficiency and stability of thermal management within the electric aircraft's powertrain.

[0076] As an example, the electric aircraft high-temperature auxiliary cooling device 100 further includes a control board or controller. The radiator air inlet sensor 150 is connected to the high-pressure, low-temperature gas reservoir 140 via the control board or controller. When the temperature of the first end 131 is higher than a preset high temperature value, the radiator air inlet sensor 150 triggers sensing and sends a sensing signal to the control board or controller. The control board or controller then controls the high-pressure, low-temperature gas reservoir 140 to open, i.e., opens the gas outlet 141 of the high-pressure, low-temperature gas reservoir 140 to release low-temperature gas. It is understood that the radiator air inlet sensor 150, the control board, or the controller can be purchased directly or homemade. The embodiments of this application do not impose any additional restrictions on the specific structure of the radiator air inlet sensor 150, the control board, or the controller; they are simply used for their intended purpose. The primary purpose is to improve the structure of the electric aircraft high-temperature auxiliary cooling device 100 that utilizes the high-pressure, low-temperature gas reservoir 140.

[0077] In some embodiments, such as Figure 1 As shown, the electric aircraft high temperature auxiliary cooling device 100 further includes a first damper 111 and a second damper 121, combined with Figure 11 and Figure 12 The first damper 111 is switchably arranged between the second end 132 of the main air duct 130 and the first air intake channel 110; that is, when the first damper 111 is in a closed state, the second end 132 is connected to the first air intake channel 110, and at this time the second end 132 and the first air intake channel 110 are in a connected state; and when the first damper 111 is in an open state, the second end 132 is not connected to the first air intake channel 110, and at this time the second end 132 and the first air intake channel 110 are in a blocked state. The second damper 121 is switchably arranged between the second end 132 of the main air duct 130 and the second air intake channel 120; that is, when the second damper 121 is in the closed state, the second end 132 is connected to the second air intake channel 120, and at this time the second end 132 and the second air intake channel 120 are in a connected state; and when the second damper 121 is in the open state, the second end 132 is not connected to the second air intake channel 120, and at this time the second end 132 and the second air intake channel 120 are in a blocked state.

[0078] This design, on the one hand, allows precise on / off control of the first air inlet channel 110 and the second air inlet channel 120 by means of the first air damper 111 and the second air inlet channel 120. By adjusting the on / off state of the two air dampers, the supply mode between ambient gas and low-temperature gas released from the high-pressure, low-temperature gas storage 140 can be flexibly switched. This allows the first air inlet channel 110 to be used alone for cooling when the ambient temperature is suitable, while low-temperature gas can be supplied through the second air inlet channel 120 in high-temperature environments. Furthermore, mixed air supply can be achieved as needed, significantly improving the adaptability of the cooling system. Furthermore, the on / off control of the air dampers prevents ineffective gas flow, reducing cooling loss or ambient heat intrusion. For example, when temperatures are high, closing the first air damper 111 blocks ambient heat, allowing only low-temperature gas to be supplied through the second air inlet channel 120, ensuring efficient cooling of the electric aircraft heat exchange target 200. When temperatures are suitable, closing the second air damper 121 allows only ambient gas to be used for cooling, saving gas consumption in the high-pressure, low-temperature gas storage 140.

[0079] In some embodiments, the first damper 111 is linked to the second damper 121; and the high-pressure low-temperature gas storage 140 is linked to the second damper 121. In some embodiments, in a first state, the first damper 111 is linked to the second damper 121 so that one of the first damper 111 and the second damper 121 is in an open state and the other is in a closed state; in a second state, the first damper 111 is linked to the second damper 121 so that both the first damper 111 and the second damper 121 are in a closed state; and the high-pressure low-temperature gas storage 140 is linked to the second damper 121 so that both the high-pressure low-temperature gas storage 140 and the second damper 121 are in an open state or in a closed state. In some embodiments, the first damper 111 and the second damper 121 are integrally arranged, and in a first state, the second end 132 is in a connected state with the first air intake channel 110, while the second end 132 is in a blocked state with the second air intake channel 120; and in a second state, the second end 132 is in a blocked state with the first air intake channel 110, while the second end 132 is in a connected state with the second air intake channel 120.

[0080] This design, on the one hand, allows for precise switching and efficient regulation of the gas channel through the linkage between the first damper 111 and the second damper 121. In the first state, the cooling gas source can be flexibly selected based on the ambient temperature through a one-on-one-off linkage logic: when the ambient temperature is suitable, the first damper 111 is closed and the second damper 121 is opened, utilizing only ambient gas for cooling, reducing consumption of the high-pressure, low-temperature gas reservoir 140. When the ambient temperature is too high, the system switches to supplying low-temperature gas, preventing the intrusion of ambient heat from affecting heat dissipation and ensuring that the electric aircraft heat exchange target 200 is always in an efficient cooling state. Furthermore, the simultaneous opening and closing linkage between the high-pressure, low-temperature gas reservoir 140 and the second damper 121 allows for coordinated release and delivery of low-temperature gas: when the second damper 121 is open, the reservoir simultaneously releases gas, ensuring that the low-temperature gas is directly and efficiently delivered to the main airway 130. When the second damper 121 is closed, the reservoir simultaneously stops releasing gas, preventing unnecessary leakage of low-temperature gas, reducing cooling loss, and significantly improving the utilization efficiency of the low-temperature gas. On the other hand, the integrated configuration of the first damper 111 and the second damper 121 further simplifies the structural design, reducing the number of independent components and connection nodes. This not only conforms to the lightweight design concept of the electric aircraft, but also reduces the probability of failure and improves system reliability. At the same time, the switching logic of the integrated structure is more direct, which can quickly respond to temperature changes, shorten the cooling mode switching time, and enhance the timeliness of thermal management. On the other hand, the design of both dampers being closed in the second state can block external air from entering the main air duct 130 under special operating conditions, such as when cooling is not required or the external environment is harsh, preventing impurities or high-temperature gas from interfering with the electric aircraft's heat exchange target 200, further ensuring the stability and safety of the cooling system.

[0081] According to the requirements of the electric aircraft heat exchange target 200 for air volume, and the structural limitations of the electric aircraft high temperature auxiliary cooling device 100 in a specific application environment, in some embodiments, such as Figure 1 and Figure 2 As shown, the first central axis 112 of the first air inlet passage 110 and the second central axis 122 of the second air inlet passage 120 form an angle of no more than 60 degrees. In some embodiments, as Figure 3 As shown, the first air inlet channel 110 and the second air inlet channel 120 are arranged side by side. In some embodiments, as Figure 4 and Figure 5 As shown, the first air inlet channel 110 is sleeved outside the second air inlet channel 120. As an example, Figure 6As shown, the high-pressure low-temperature gas storage 140 is embedded in the second air inlet channel 120. As an example, the outer surface of the high-pressure low-temperature gas storage 140 is close to the inner wall of the second air inlet channel 120, or the outer surface of the high-pressure low-temperature gas storage 140 is screwed to the inner wall of the second air inlet channel 120. In this state, the second air inlet channel 120 only outputs the low-temperature gas of the high-pressure low-temperature gas storage 140.

[0082] This design, with its multiple angles and layouts, allows the first and second air inlet channels 110, 120 to flexibly accommodate the structural limitations and air volume requirements of electric aircraft. The angle between the first and second central axes 112, 122, is no greater than 60 degrees, reducing air flow resistance and allowing ambient and low-temperature gases to flow more smoothly into the main air channel 130, thereby improving the efficiency of cooling airflow. The side-by-side arrangement simplifies piping layout, facilitating installation within limited spaces and reducing structural complexity. The design of the first air inlet channel 110 being positioned outside the second air inlet channel 120 utilizes the outer channel to isolate the low-temperature gases from the ambient temperature, reducing cooling losses while significantly reducing the overall footprint, meeting the compact design requirements of electric aircraft. On the other hand, the design of the high-pressure, low-temperature gas storage device 140 being embedded in the second air inlet passage 120, with its outer surface closely attached to or screwed to the inner wall, not only enhances the storage device's installation stability, but also ensures that the second air inlet passage 120 only outputs low-temperature gas, avoiding mixing with other gases and resulting in cooling dilution, ensuring that the low-temperature gas effectively acts on the electric aircraft's heat exchange target 200. The screw connection method also maintains the advantage of the high-pressure, low-temperature gas storage device 140 being easily replaceable, facilitating quick replacement to maintain cooling performance. Furthermore, these designs do not introduce complex components, maintaining the simple and lightweight structure, meeting the weight-sensitive requirements of electric aircraft. At the same time, by optimizing the airflow path and thermal insulation design, they further prevent the intrusion of ambient heat, ensuring the positive effect of the thermal management system and ensuring that the power system is always in a stable cooling state.

[0083] In order to facilitate timely replacement of the high-pressure cryogenic gas storage 140 after it is used up, that is, to replace the high-pressure cryogenic gas storage 140 in time after most or even all of the cryogenic gas has been released, the following is a design for replacing the high-pressure cryogenic gas storage 140 according to the weight of the high-pressure cryogenic gas storage 140. In some embodiments, such as Figure 7As shown, the electric aircraft high-temperature auxiliary cooling device 100 also includes a weight sensor 160 and an alarm device 170; the high-pressure low-temperature gas storage 140 is arranged on the weight sensor 160, and the weight sensor 160 is connected to the alarm device 170. The weight sensor 160 is configured to trigger the alarm device 170 when the weight of the high-pressure low-temperature gas storage 140 is lower than a preset low weight value.

[0084] This design, on the one hand, allows the weight sensor 160 and alarm device 170 to work together to accurately monitor weight changes in the high-pressure, low-temperature gas storage device 140, promptly triggering an alarm when its weight falls below a preset lower weight value. This ensures that replacement is required before the low-temperature gas is depleted, preventing cooling failure due to insufficient gas, ensuring continuous cooling of the electric aircraft's heat exchange target 200, and maintaining the stability of the power system's thermal management. Furthermore, this design maintains the advantage of a simple structure, achieving monitoring functions solely through the basic components of weight sensing and alarms, without adding excessive weight or volume, thus meeting the lightweight requirements of electric aircraft. Furthermore, the timely replacement mechanism ensures that the high-pressure, low-temperature gas storage device 140 can always provide low-temperature gas on demand. This, combined with the overall design of the device, further enhances the cooling system's reliability and emergency response capabilities.

[0085] The following describes a design that prompts users to replace the high-pressure, low-temperature gas reservoir 140 based on the release time. As an example, the electric aircraft high-temperature auxiliary cooling device 100 also includes a timer and an alarm device 170. The timer is linked to the gas outlet 141 of the high-pressure, low-temperature gas reservoir 140 and connected to the alarm device 170. The timer is configured to trigger the alarm device 170 after the gas outlet 141 of the high-pressure, low-temperature gas reservoir 140 has been open for a cumulative period exceeding a certain time. With this design, the timer is linked to the gas outlet 141 of the high-pressure, low-temperature gas reservoir 140 and can determine the remaining gas amount based on the cumulative open time. Once the set time is reached, the alarm device 170 is triggered, providing a prompt reminder to replace the reservoir.

[0086] The following describes another design for prompting replacement of the high-pressure, low-temperature gas reservoir 140 based on the release time. This design also addresses the lightweighting of the electric aircraft's high-temperature auxiliary cooling device 100. As an example, the capacity of the high-pressure, low-temperature gas reservoir 140 is set to supply only one flight, so that after the electric aircraft completes takeoff and climb, the high-pressure, low-temperature gas reservoir 140 has fully released the low-temperature gas.

[0087] This design, on the one hand, sets the capacity of the high-pressure, low-temperature gas storage device 140 to supply only one flight, and releases all the low-temperature gas after the electric aircraft completes the ground takeoff and climb phase, which can accurately match the cooling needs of the critical flight phase. During the takeoff and climb phases, the power system load is large and the heat generation is concentrated. At this time, releasing all the low-temperature gas can effectively ensure the cooling effect of the heat exchange target 200 of the electric aircraft, avoid the degradation of the power system performance due to high temperature, and ensure safety and stability in the early stage of flight. On the other hand, this design perfectly fits the pursuit of lightweight by electric aircraft. During the flight, as the gas in the high-pressure, low-temperature gas storage device 140 is gradually released, its weight continues to decrease, and the weight is reset to zero after completing the critical phase, which minimizes the continuous impact of the thermal management system on the overall load of the aircraft and improves flight efficiency and endurance.

[0088] In some embodiments, a high-temperature auxiliary cooling method for an electric aircraft includes the following steps: obtaining an operating state of a heat exchange target 200 for the electric aircraft; detecting an ambient temperature at a preset location while the heat exchange target 200 is in the operating state; opening a high-pressure, low-temperature gas reservoir 140 when the ambient temperature is higher than a preset high temperature value; releasing low-temperature gas at a temperature lower than a preset low temperature value from the high-pressure, low-temperature gas reservoir 140; detecting an ambient temperature at a preset location while the high-pressure, low-temperature gas reservoir 140 is in the open state; maintaining the high-pressure, low-temperature gas reservoir 140 when the ambient temperature is higher than a preset high temperature value; closing the high-pressure, low-temperature gas reservoir 140 when the ambient temperature is lower than a preset target temperature value; and adjusting the opening of a gas outlet 141 of the high-pressure, low-temperature gas reservoir 140 according to the ambient temperature when the ambient temperature is between the preset high temperature value and the preset target temperature value. The specific preset high temperature value and the preset target temperature value can be set or adjusted according to actual needs. If the electric aircraft heat exchange target 200 is working, for example, the aircraft is taking off or preparing to take off, the ambient temperature is detected at the location where the radiator air inlet sensor 150 or other detection device is pre-installed. If the ambient temperature is not high, there is no need to open the high-pressure low-temperature gas storage 140; if the ambient temperature is higher than the preset high temperature value, the high-pressure low-temperature gas storage 140 is opened to release low-temperature gas with a temperature lower than the preset low temperature value. Opening the high-pressure low-temperature gas storage 140 can be to open the valve of the high-pressure low-temperature gas storage 140 to the maximum, or to open it to a certain extent.

[0089] As an example, when the ambient temperature is between the preset temperature high value and the preset temperature target value, the difference between the ambient temperature and the preset temperature target value is used as the first difference, and the difference between the preset temperature high value and the preset temperature target value is used as the second difference, and the opening size of the gas outlet 141 of the high-pressure and low-temperature gas storage 140 is adjusted to the ratio of the first difference to the second difference. For example, the ambient temperature is 21 degrees Celsius, the preset temperature high value is 24 degrees Celsius, and the preset temperature target value is 18 degrees Celsius. The first difference between the ambient temperature and the preset temperature target value is 3 degrees Celsius, and the second difference between the preset temperature high value and the preset temperature target value is 6 degrees Celsius. Therefore, the opening size of the gas outlet 141 of the high-pressure and low-temperature gas storage 140 is adjusted to 50%; if the ambient temperature is 22 degrees Celsius, the first difference between the ambient temperature and the preset temperature target value is 4 degrees Celsius, and the second difference between the preset temperature high value and the preset temperature target value is 6 degrees Celsius. Therefore, the opening size of the gas outlet 141 of the high-pressure and low-temperature gas storage 140 is adjusted to 66.7%; the remaining embodiments are similar and will not be repeated.

[0090] As an example, the electric aircraft high-temperature auxiliary cooling method adopts the electric aircraft high-temperature auxiliary cooling device 100 described in any embodiment; or the electric aircraft high-temperature auxiliary cooling method is implemented based on the electric aircraft high-temperature auxiliary cooling device 100 described in any embodiment; or, the electric aircraft high-temperature auxiliary cooling device 100 adopts the electric aircraft high-temperature auxiliary cooling method described in any embodiment; or, the electric aircraft high-temperature auxiliary cooling device 100 is implemented based on the electric aircraft high-temperature auxiliary cooling method described in any embodiment.

[0091] In some embodiments, an electric aircraft 800 is Figure 10 As shown, it includes a fuselage 700, an electric aircraft heat exchange target 200 and an electric aircraft high temperature auxiliary cooling device 100 described in any embodiment; Figure 2 or Figure 5 The electric aircraft high-temperature auxiliary cooling device 100 and the electric aircraft heat exchange target 200 are both disposed within the fuselage 700, and the first end 131 of the main air duct 130 of the electric aircraft high-temperature auxiliary cooling device 100 is in communication with the electric aircraft heat exchange target 200. It will be appreciated that, by employing any of the embodiments of the electric aircraft high-temperature auxiliary cooling device 100, the electric aircraft 800 also possesses the beneficial technical effects of the electric aircraft high-temperature auxiliary cooling device 100, which will not be further elaborated herein.

[0092] In some embodiments, such as Figure 11 and Figure 12As shown, the electric aircraft heat exchange target 200 includes an electric propulsion system heat exchange device 210 and a power battery system heat exchange device 220, and the electric aircraft 800 is provided with an electric propulsion system 300, a power battery system 400, a cooling fan 500, a first temperature sensor 510, a second temperature sensor 520, a first circulating water pump 610 and a second circulating water pump 620 in the fuselage 700; the electric propulsion system heat exchange device 210, the power battery system heat exchange device 220 and the cooling fan 500 are all arranged in the electric In the first end 131 of the main air duct 130 of the aircraft high-temperature auxiliary cooling device 100, the electric propulsion system 300 is connected to the electric propulsion system heat exchange device 210 via the first circulating water pump 610; the power battery system 400 is connected to the power battery system heat exchange device 220 via the second circulating water pump 620; the first temperature sensor 510 is respectively connected to the electric propulsion system 300 and the cooling fan 500; the second temperature sensor 520 is respectively connected to the power battery system 400 and the cooling fan 500. In other embodiments, the electric aircraft heat exchange target 200 may also include the electric propulsion system 300, the power battery system 400, the cooling fan 500, the first temperature sensor 510, the second temperature sensor 520, the first circulating water pump 610, and the second circulating water pump 620.

[0093] This design, on the one hand, integrates the electric aircraft 800's high-temperature auxiliary cooling device 100 and the electric aircraft's heat exchange target 200 within the fuselage 700, and directly connects the heat exchange target via the first end 131 of the main air duct 130. This ensures that the cooling airflow efficiently acts on the electric propulsion system heat exchange device 210 and the power battery system heat exchange device 220, achieving precise cooling of the core power components, avoiding performance degradation caused by high temperatures, and ensuring the stable operation of the electric aircraft's power system. Furthermore, the first temperature sensor 510 and the second temperature sensor 520, respectively linked to the electric propulsion system 300, the power battery system 400, and the cooling fan 500, can adjust the cooling intensity according to the real-time temperature of different heat exchange targets, and cooperate with the circulating water pump to achieve a dynamic balance of heat exchange, significantly improving the accuracy and energy efficiency of thermal management. On the other hand, the close layout of the cooling device and the core heat exchange target reduces the transmission loss of the cooling airflow, so that the low-temperature gas released by the high-pressure low-temperature gas storage 140 can quickly act on the heat-generating components, especially in the peak power load stages such as takeoff and climbing, which can effectively suppress the temperature rise and further ensure the flight safety and endurance of the electric aircraft 800.

[0094] In some embodiments, the electric aircraft 800 includes an electric propulsion system 300 and a power battery system 400, as well as the basic cooling circuits of the electric propulsion system 300 and the power battery system 400, namely, the electric propulsion system heat exchanger 210, the power battery system heat exchanger 220, the cooling fan 500, the first temperature sensor 510, the second temperature sensor 520, the first circulating water pump 610, the second circulating water pump 620, and related piping. Furthermore, the electric aircraft 800 also includes a first air intake duct 110, a second air intake duct 120, a main air duct 130, a high-pressure, low-temperature gas storage 140, and a radiator air intake sensor 150. The first air intake duct 110 serves as an external air intake duct, inputting air from the external environment; the second air intake duct 120 serves as a cooling air intake duct. When the radiator air inlet sensor 150 senses that the ambient air is too hot, to prevent the aircraft's thermal management system from causing negative heating rather than the desired cooling effect, the radiator air inlet sensor 150 triggers the controller to close the first air inlet passage 110, for example, by closing the first air damper 111, open the second air inlet passage 120, for example, by opening the second air damper 121, and open the gas outlet 141 of the high-pressure, low-temperature gas reservoir 140, releasing low-temperature gas into the main air duct 130 to provide convection cooling for the electric propulsion system heat exchanger 210 and / or the power battery system heat exchanger 220. For example, when the radiator air inlet sensor 150 senses that the ambient air temperature is low, the radiator air inlet sensor 150 triggers the controller to open the first air inlet passage 110, close the second air inlet passage 120, and close the gas outlet 141 of the high-pressure, low-temperature gas reservoir 140. For example, the high-pressure, low-temperature gas reservoir 140 is a nitrogen or carbon dioxide gas tank for storing liquid nitrogen or liquid carbon dioxide.

[0095] The following example illustrates the main operating principles of the electric aircraft 800. The basic cooling circuit of the electric aircraft 800 primarily includes piping, a water pump, a heat exchanger, a cooling fan 500, intake and exhaust channels, and an air intake damper. The water pumps include a first circulating water pump 610 and a second circulating water pump 620. The heat exchanger includes an electric propulsion system heat exchanger 210 and a power battery system heat exchanger 220. The air intake channels within the intake and exhaust channels include a first intake channel 110, a second intake channel 120, and a main air channel 130. The air intake dampers include a first damper 111 and a second damper 121. The water pumps provide power on the liquid side, driving the liquid circulation. Coolant enters the electric propulsion system 300 and the power battery system 400, transferring heat from these systems to the coolant. The coolant then flows through the electric propulsion system heat exchanger 210 and the power battery system heat exchanger 220, transferring heat from the coolant to the external environment, such as the atmosphere. The wind side is powered by the cooling fan 500 and the impact wind pressure provided by the electric aircraft during flight. In this way, the heat inside the electric propulsion system 300 and the power battery system 400 can be transferred to the external atmosphere, thereby achieving the purpose of cooling.

[0096] The following example illustrates the working process of the electric aircraft 800.

[0097] When the cooling demand of the electric propulsion system 300 and / or the power battery system 400 is detected, the temperature values ​​of the cooling water, the electric propulsion system 300, and the power battery system 400 itself will be determined. If the cooling water temperature is higher than the temperature of the electric propulsion system 300 and / or the power battery system 400 itself, the cooling function will not be achieved. At this time, a cooling demand for cooling water will be issued, and the cooling water temperature and the external environment value will be determined at the same time. If the ambient gas temperature is higher than the cooling water temperature, the high-pressure low-temperature gas storage 140, such as a gas tank, will be activated for active cooling; if it is detected that the external ambient temperature is lower than the cooling water temperature or the gas tank is insufficient, the active cooling of the gas tank will be turned off.

[0098] When starting the gas tank to actively cool, if Figure 11 As shown, the damper motor controls the damper to be in the position of the first air inlet channel 110. In this state, the first damper 111 is closed, and the gas tank valve body is opened to open the gas outlet 141. The low-temperature gas 102 ejected from the gas tank is mixed with the external ambient air 101 to form a low-temperature mixed gas 103. The opening of the gas tank switch valve is adjusted by the difference between the sensing value of the radiator inlet air sensor 150, that is, the value of the low-temperature mixed gas temperature sensor, and the target value, so that the temperature of the mixed gas 103 is always within the target range. When the external ambient temperature is low enough, the gas tank can be turned off for active cooling, such as Figure 12As shown, the damper motor controls the damper to be in the position of the second air inlet channel 120. In this state, the second damper 121 and the ambient air 101 enter the main air duct 130 from the first air inlet channel 110 to provide a larger air inlet area to ensure more cooling air intake.

[0099] This design, tailored to the flight characteristics of electric aircraft, continuously provides a stable, low-temperature cooling airflow during takeoff and climb, even in hot summer environments, to ensure the stable operation of the electric aircraft's thermal management system. Refrigeration requires only a simple high-pressure, low-temperature gas reservoir 140, along with piping and associated valve control devices, eliminating the need for complex compressor refrigeration units. This significantly improves space and reliability, while also offering significant weight advantages. As takeoff and climb progress, the gas in the high-pressure, low-temperature gas reservoir 140 is gradually released, becoming increasingly lighter, minimizing the impact of the thermal management system's mass on overall flight performance.

[0100] As an example, Figure 11 The illustrated embodiment shows the auxiliary cooling system in a high-temperature environment in an active state. The first damper 111 is closed, completely blocking the first air inlet passage 110, or in an obstructed state. The second air inlet passage 120 is open, allowing external air to enter the main air passage 130 from the second air inlet passage 120. Simultaneously, the valve of a high-pressure, low-temperature gas reservoir 140, such as a liquid gas tank, is opened, releasing extremely low-temperature cryogenic gas 102, which mixes with the external ambient air 101 to form a low-temperature mixed gas 103. This low-temperature mixed gas 103 passes through the electric propulsion system heat exchanger 210 and the power battery system heat exchanger 220, providing a cooling effect. In this state, while enhancing the cooling effect, by adjusting the degree of opening of the high-pressure, low-temperature gas reservoir 140 valve, the temperature of the cooling medium passing through the electric propulsion system 300 and the power battery system 400 is consistently lower than the cooling water in the radiator, regardless of the ambient temperature, ensuring a constant positive cooling system return.

[0101] As an example, Figure 12 The illustrated embodiment is for use in a low-temperature environment, such as a state in which the auxiliary cooling is closed during high-altitude flight. The second damper 121 is closed, the first air intake channel 110 is open, and the second air intake channel 120 is completely blocked, i.e., in an isolated state. External ambient air 101 enters the cooling system from the first air intake channel 110 through the main air duct 130 to ensure sufficiently unobstructed air intake space and to make more effective use of the external low-temperature airflow to cool the power system of the electric aircraft.

[0102] It should be noted that other embodiments of the present application also include electric aircraft high-temperature auxiliary cooling devices, methods and electric aircraft that can be implemented by combining the technical features in the above embodiments, and in each embodiment, the electric aircraft includes but is not limited to electric airplanes and electric rockets.

[0103] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0104] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of patent protection for the present application shall be determined by the appended claims.

Claims

1. A high-temperature auxiliary cooling device for an electric aircraft, characterized in that: It comprises a first air intake channel (110), a second air intake channel (120), a main air channel (130), a high-pressure and low-temperature gas storage device (140), and a radiator air intake sensor (150); The first end (131) of the main air duct (130) is configured to be in communication with an electric aircraft heat exchange target (200) to be cooled; The second end (132) of the main air channel (130) is connected to the first air intake channel (110) and the second air intake channel (120) respectively; The gas outlet (141) of the high-pressure low-temperature gas storage (140) is connected to the main air channel (130) via the second air inlet channel (120); the high-pressure low-temperature gas storage (140) is configured to release low-temperature gas having a temperature lower than a preset low temperature value, and the gas contacts the electric aircraft heat exchange target (200) via the main air channel (130); The radiator air inlet sensor (150) is provided in any one of the main air passage (130) and the first air inlet passage (110), and is connected to the high-pressure and low-temperature gas storage (140).

2. The high-temperature auxiliary cooling device for electric aircraft according to claim 1, characterized in that: The electric aircraft high-temperature auxiliary cooling device further comprises a first damper (111) and a second damper (121). The first damper (111) is switchably arranged between the second end (132) of the main air passage (130) and the first air inlet passage (110); The second damper (121) is switchably arranged between the second end (132) of the main air passage (130) and the second air inlet passage (120).

3. The high-temperature auxiliary cooling device for electric aircraft according to claim 2, characterized in that: The first damper (111) and the second damper (121) are arranged in linkage; and The high-pressure and low-temperature gas storage (140) is arranged in linkage with the second damper (121).

4. The high-temperature auxiliary cooling device for electric aircraft according to claim 3, characterized in that: In a first state, the first damper (111) and the second damper (121) are arranged in a linkage manner so that one of the first damper (111) and the second damper (121) is in an open state and the other is in a closed state; In the second state, the first damper (111) and the second damper (121) are arranged in a linkage manner so that the first damper (111) and the second damper (121) are both in a closed state; and The high-pressure low-temperature gas storage (140) and the second damper (121) are arranged in a linkage manner so that the high-pressure low-temperature gas storage (140) and the second damper (121) are both in an open state or in a closed state; or, The first damper (111) and the second damper (121) are integrally arranged, and in a first state, the second end (132) and the first air inlet channel (110) are in a communicating state, while the second end (132) and the second air inlet channel (120) are in a blocking state; and in a second state, the second end (132) and the first air inlet channel (110) are in a blocking state, while the second end (132) and the second air inlet channel (120) are in a communicating state.

5. The high-temperature auxiliary cooling device for electric aircraft according to claim 1, characterized in that: The first air intake channel (110) and the second air intake channel (120) are arranged side by side; or, The first central axis (112) of the first air intake channel (110) and the second central axis (122) of the second air intake channel (120) form an angle not greater than 60 degrees; or, The first air inlet channel (110) is sleeved outside the second air inlet channel (120); or, The radiator air inlet sensor (150) is disposed at the first end (131), in the main air passage (130), or in the first air inlet passage (110), and the radiator air inlet sensor (150) is configured to enable the high-pressure and low-temperature gas storage (140) to be in an open state when the temperature at the first end (131), in the main air passage (130), or in the first air inlet passage (110) is higher than a preset high temperature value; or, The radiator air intake sensor (150) is configured to adjust the on / off states of the first air intake passage (110) and the second air intake passage (120); or, The radiator air inlet sensor (150) is configured to adjust the opening size and opening time of the gas outlet (141) of the high-pressure and low-temperature gas storage (140).

6. The high-temperature auxiliary cooling device for electric aircraft according to claim 1, characterized in that: The high-pressure and low-temperature gas storage (140) is located in the second gas inlet passage (120); or, The gas outlet (141) of the high-pressure and low-temperature gas storage (140) is detachably sealed and connected to the end of the second gas inlet channel (120) away from the main gas channel (130).

7. The high-temperature auxiliary cooling device for electric aircraft according to any one of claims 1 to 6, characterized in that: The electric aircraft high-temperature auxiliary cooling device further includes a weight sensor (160) and an alarm device (170); The high-pressure low-temperature gas storage (140) is arranged on the weight sensor (160), the weight sensor (160) is connected to the alarm device (170), and the weight sensor (160) is configured to trigger the alarm device (170) when the weight of the high-pressure low-temperature gas storage (140) is lower than a preset low weight value.

8. An electric aircraft (800), characterized in that: It comprises a fuselage (700), an electric aircraft heat exchange target (200), and the electric aircraft high-temperature auxiliary cooling device according to any one of claims 1 to 7; The electric aircraft high-temperature auxiliary cooling device and the electric aircraft heat exchange target (200) are both arranged in the fuselage (700), and the first end (131) of the main air duct (130) of the electric aircraft high-temperature auxiliary cooling device is in communication with the electric aircraft heat exchange target (200).

9. The electric aircraft (800) according to claim 8, characterized in that: The electric aircraft heat exchange target (200) includes an electric propulsion system heat exchange device (210) and a power battery system heat exchange device (220), and the electric aircraft (800) is provided with an electric propulsion system (300), a power battery system (400), a cooling fan (500), a first temperature sensor (510), a second temperature sensor (520), a first circulating water pump (610), and a second circulating water pump (620) in the fuselage (700); The electric propulsion system heat exchange device (210), the power battery system heat exchange device (220), and the cooling fan (500) are all arranged in the first end (131) of the main air duct (130) of the electric aircraft high-temperature auxiliary cooling device; The electric propulsion system (300) is connected to the electric propulsion system heat exchange device (210) via the first circulating water pump (610); The power battery system (400) is connected to the power battery system heat exchange device (220) via the second circulating water pump (620); The first temperature sensor (510) is connected to the electric propulsion system (300) and the cooling fan (500), respectively; The second temperature sensor (520) is connected to the power battery system (400) and the cooling fan (500), respectively.

10. A high-temperature auxiliary cooling method for an electric aircraft, characterized in that: Including steps: Obtaining the working state of the electric aircraft heat exchange target (200); When the electric aircraft heat exchange target (200) is in an operating state, detecting the ambient temperature at a preset position; When the ambient temperature is higher than a preset high temperature value, opening the high-pressure low-temperature gas storage (140); The high-pressure low-temperature gas storage (140) releases low-temperature gas having a temperature lower than a preset low temperature value; When the high-pressure and low-temperature gas storage (140) is in an open state, detecting the ambient temperature at a preset location; When the ambient temperature is higher than a preset high temperature value, the high-pressure low-temperature gas storage (140) is kept open; When the ambient temperature is lower than a preset temperature target value, closing the high-pressure low-temperature gas storage (140); When the ambient temperature is between a preset high temperature value and a preset target temperature value, the opening size of the gas outlet (141) of the high-pressure and low-temperature gas storage (140) is adjusted according to the ambient temperature.

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